Territory



6 Sheets-Sheet 2.

I. FGRBESQ ROTARY ENGINB.

(No Model.)

Nmmmf. Patented Margz'i,1a8s

IN VENTOR If/ITNESSES 7415@ r4, Ps1-eas. mbumgnpw. vlammen. n. c.

(No Model.) 6 Sheets-Sheet 3.

I.N,F0RBBS. RGTARY ENGINE.

No. 274,477. Paltented Mar. 27,1883.

INVENMR -llllllllll UH N. PETERS. mtu-mmm, wnmngtun. uc.

Hill-n- (No Moe.) vSheets-Sheet 4. LNPORBES. ROTARY ENGINE.

Patented Marr. 27,1883.

UNITED STATES i FFiCE l Aranci* ROTARY ENGINE.

SFECIFIGATION forming Application filed July 26, 1882.

part of Letters Patent No. 274,477, dated March 27, 1883.

(Xo model.)

To all iwhom it may concern Be it known that. I, lsAAo Nuwfroiv FORBES, of Lawrence county, in the Territory or Dahota, temporarily residing at VVashingtou, in the District of Columbia, have invented a new and Improved Trochilic or Rotary Engine, of

which the following is a speciiication.

The subject ot my invention is a double reversible cnt-oli" trochilic or rotary engine admitting steam or other motor-Huid into the cylinders at the most desirable points between the heads thereof. V

The main features of this invention consist in the construction of a double engine with two cylinders and three heads, with two pistonwheels upon thesatue shaft, and two pistonteeth at dia-metrically opposite points from each other ou the same piston-wheel,in combination with four abutment-rollers, two for each respective pistou-wheel, which ahutmen trollers are recessed for the passage of the pistonwheel teeth, and four fourfold cut-ofi' valves for each cylinder. The positions of each the headover two valves broken through down into the cylinder, showing the steam-ports `this engine.

nal posit-ion upon the main shaft.

vcrosssection through the casing and cylinder,

pair of teeth in the respective wheels are at right angle to each other. Steam is admitted into an4 annular space in the cylinder, in which the pistonteeth rotate in close proximity to the abutment-rollers, and is exhausted at diametrically-opposite points from 'each other.

In the accompanying drawings, Figure l is a longitudinal section through the valves on the linel LFg. 2. Fig. 1a to 1h, inclusive, illustrate detail views ot' the valves used in nut securing the piston-wheel to its'longitndi- Fig. 2 is a illustrated partly in full` with abutment-rollers, piston-wheels, valves, duc. Fig. 3 is a crosssection, partly in full, through the center head of the engine. Fig. el illustratesa top view of the same, partly in section. Fig. 5 is anoutside view of one ofthe outer heads, illustrating the reversing-gear and the valve-stemsin place, partly in section. Fig. 6 is an outer view of an outer head, with a part of the cylinder beneath, with valves in position, piston-wheel, and abutinentfroliers andl their tappets and their valve-lever arms in position relative to the valves and the parts in the cylinder, with Fig. lk is a i'ull face view ot' the` and valves in position and the valve and valvecasiug in section. Fig. 7 is a plan view of the piston-wheels complete, with abutment-rollers and helical gearing upon one end illustrated' in section. Fig. 8 isalongitudinal section, on the line 8 8, Fig. 10, of mechanism for throwing the cut-ovalve levers in and out of gear in reversing the engine, as hereinafter described, the mechanism being here shown out of gear. Fig. Slis a longitudinal section of the same parts on the line 9 9, Fig.l 11, showing the mechanism in gear. Figs. 10 and 11 are transverse sections of the same parts in the position shown in Figs. 8 and l), respectively. Figs. 12 and 13 are elevations of a. cam sleeve clutch for throwing the valves in and out of gear, showing the cani-pins in the dil'erent positions which they occupy in throwing the valves in and out of gear, Fig. 12 being viewed at right angles to dotted lines 14 14, Fig. 10, and Fig. 13 being viewed at right angles to dotted lines l15 15, Fig. 11. Figs. 14. and 15 are longitudinal sections of the same parts iu the position shown in Figs. 12and13, respectively. Fig. 16 is a longitudinal section ofthe reversing ltoothed gear on dotted lines 16, Fig. 10, ot' the reversing-gear case 13. Fig. 17 is a top view of the clutch-sleeve 27h. Fig. 18 is a bottom face view oi' the clutchsleeve 27. Fig. 18n is a feathered ring fitting on the sleeve part of the clutch 29. Fig. 19 is a sectional view of the ends ofthe valve-stems, showing portions of the two kinds of frames, valve-journals and their bearings, packing-rings, springs, and a broken portion ot' the/center head. Fig. 19 is a sectional view of the end of the valve-frame broken away, valve and stein and bolt, with bearings, packing-ring, spring, and part of the outside head. Fig. 20 is a detached vertical central sectional. view ot' one of the end heads with main shaft bearing complete, and a portion of the main shaft broken, in position, reversinggear and adjustable bolts, and main gear, which connects the abutment-roller gears and drives them, also the surface-bearing pieces and packing-rings. Fig. 2G is a full view ot'- la toothed gear connecting the two adjusting screw-bolts for turning both by the application of. the wrench to one, if desired, thus insuring the equal draft upon both sides ot' the adjustingring for pressing the hearings alike Aupon each side of the main shaft at the same IOC time, shown in position in Fig. 20. Fig. b is a section of the same on vdotted-line 20b in Fig. '20@ in position in a broken portion of the bearing-case. Fig. 21 is a plan view of the removable surface-piece constructed in one part. Figs. 22 a'nd 23 are sectional views of the same on thellines22 23, respectively, Fig.

21.` Fig. 24 is aplan view of the surface-piececonstrdeted in two parts, designed forthe samepurpose. Figs. 25 and 26 are sectional views of the same on lines 25 and 26, respectively, Fig. 24. Fig. 27 is a plan view of one of the main packing-rings, showing water-creases.

To the main shaft l are secured two pistonwheels, 2 2-, each provided with two diametri- One of the piston-wheels, 2, is preferably keyed firmly to the shaft, while the other, 2, is being pressedupon a tapered part of the shaft, be-

ing properly fitted and grooved 'at the inner Vcaved ends of the piston-wheels.

end, which fits on stops secured in the sliaft.

The shaft is provided at the small end ot' the tapered lportion with a screw-thread, and a nut (see Figs. l and 1k) is Ascrewed `on the thread against the head of the piston-wheel. The piston-wheel is provided with a boss inside corresponding with the recess for the nut outside, and, being properly tapered, will fit tightly upon the shaft. The nut 1h is prevented from unscrewing by means of a'hollow pim-1i, which nts a hole through the nut, passing into the wheel. This pin is providedwitli athread inside, by which it is withdrawn'when required. The inlets 12 admit steam to the induction-passages 12e at points in the respective cylindercasin g 44 midway or at other desirable points between the central'and end heads thereof. The center head is cast liollowfor the reception of oil or other lubricant, the outer surfaces being properly connected within, asillustrated,

thus affording strength. These connections ing the head as though cast in one piece. The

movable part is held from turning` by pins extending iuto the head. The bearing-ease is also held'from turning by pins in the head, as shown in Fig. l. The convex projections on each face of the center head extend in the con- The outer heads are provided with like convex projections upon their inner surfaces, which extend into the opposite concaved ends of the piston- Wheels. The main-shaft bearings are-located. in the respective heads, and extend in the convex portions of the heads, thus allowing length of bearings and length and area of piston-teeth, and consequently the greatest possible capacity of engine, without increasing the diameter or length thereof. Y

The surface-pieces 142, 142214213 and 142e vary a. littlein their construction, as shown in Figs. 1, 21,24, Snc. ends ofthe teeth to work against, and are iitted in their respective heads, and project Vin the cylinders beyond the surface of their heads, and form concentric guides for the heads in relation to the cylinders, which insures forthe shaft a central position thereto, without which it would be difficultv to produce such results. Two classes of end surface-pieces are illustrated inV Figs. 21 and 24.l The end surfacepiece, 142, is illustrated in Fig. l in itsposition in the engine, and in Figs. 2l, 22,and 23 is shown in detail detached. The surface-piece tits in respective'grooves in the heads, and is made of one piece,142" and 142, as shown iu Fig. l inits connection with the engine,-as illustrated in Figs. 24, 25, and 26 in detail detached, and is constructed of two parts, and is so arranged as to serve the same purpose as the surface-piece 142%, (shown in Fig. l.) lo prevent displacement, these surface-piecesare secured to the respective heads by means of dowel-pins 5b, connecting'the same.

32 represents movable portions ot' the head extending radially fromA the outer surface to the abutment-bearings, as shown in Figs. 3 and 4, for the purpose ot permitting the centerjournals ofl the abutment-rollers to be. inserted, after which the piecesv 32 32 are replaced in their position, and secured to the head by bolts 33 33, as shown in the respective Figs. 3 and 4. These pieces 32 may have tongues upon each side, which tit corresponding grooves-in their respective seats in the heads; or they may each be grooved, receiving a separate tongue inserted therein, which se'- oui'es them in their proper positions laterally. This head is also doweled, as the end heads are, to the respective cylinders-and casings, thus securing a central lateral position to all the respective bearings therein, except the main shaft, relative' to the cylinders. The headsare all provided with automaticfollowers for'setting up the adjustable hearing of the abutment-rollers, thus securing steam-tight joints between the abutmentrollers and piston wheels,fw`hich is more fully described in other applications of even date herewith.

' Fourfold oscillating valves 1010,10", and 10d., which belong to each cylinder, vary a little in construction,as illustrated in Fig. 1 and in detail in Figs. la to 11, inclusive, and may be used collectively, or either construction may be used,'as desired; They are arran ged in pairs in cylindrical seats l0", two opposite valves for cach cylinder being at one time for induction Th ey form surfaces for the IOO and the other two opposite valves 'at the same time for exhaust. The valve-journals 10 within the center head are arranged in a bearing end toend, asfshown in Fig. 19. Packingrings lOf, pressed outward in opposite directions by springs 10g, form tight joints with the collars ofthe valve'shafts. In like manner the endjonrnals turn in hearings in the end heads, as shown in Fig. 19"', and are packed by rings V10h and springs 10i. The valveseats, when too small, or when desired for dressing the ports accurately, are bored out larger for the purpose ot' receiving bushings therein for forming the` valve -sealts These ports are cut through corresponding with the ports of the engine and valves, with bridges connecting the bushing together at opposite sides of the ports corresponding with those in the main casing, thus uniting thc bushing completely. The bridges will assist the ring in sustaining it to the bed in which it tits, preventing leaknge between it and the cylinder-casing proper. These linshings ma y be removed and replaced by new ones `when required. They should bc ot su't'iicient thickness to sit firmly upon their seats. lncircling each port in the valve-seat and the outer surface ot' the valve casing should be creases or wateecnts, to assist in forming steam-tightjoints. It would be well, also, to insert water-creases in the valve-seats, at least one or two, near the edge of each por t..

For the purpose of' reversing the motion of the engine, all the valves are first moved by a simultaneous motion ot' the reversing-gear. The outer ends ot' the valve-stems 10na are tapered,and provided with segmentpinions 13, gearings, with cogged segments 14 on the arms lia, which are parts ot' a ring, l5. The ring is provided with an arm having a toothed segment, 16, which gears witha pinion-segment, 17, on the rock-shaft 18, operated by a handlever, described and claimed in another application t'or patent of'even date herewith designated Gase A,so as to impart a simultaneous oscillating movement to the necessary extent oi' all the valves. The pair ot' valves which are i'or the time being induction are provided with an independent automatic movement, to not oit the steam atrthc required proportion of the revolution ot the pistonwheel for which they may be constructed. This movement `is imparted by a tappetwheel, 24, secured to the under or in side ofthe main gear-wheel, having on each face tappets 25, which engage with arms 26 263l as required, which are connected to theirrespective valves by automatic clutches 27, (illustrated in Figs. 5 and 6 and in detail in Figs. 8 to 1S, inelusive,) so that the opposite pairs of valves, which are for the time being used for induction, may be connected with their cut-oit arms- 26 for example-while the intermediate valves, which are for the time being. used for exhaust, are disconnected from their cutoff arms- 26s, for example,

The abutment-rollers 6 carry reversing-tappets 2S, which at the proper moment engage with arms 22 to reopen the valves. In Fie'. G

- clntchconnection, 27.

the 'relative positions of tappets 25 are shown in full lilies, and piston-teeth 3 shown in dotted lines in positionin the cylinder, and stand at right angles to each other, while the tap.- pets 2S upon the abutment-roller gearing are in line with the recess of the respective abutment-rollers, recesses being shown in dotted lines and tappets 28 in full lines. The arms 26 and 29 constitute rigid members or" the same They are held in posi tion by means of the main bolts ofthe engine, extending through recesses in the frame-work thereof at each end, and allowing `i ust the play sufficient for the valve in cutting oli' and let ting on steam, and a bushing is slipped upon the end of the bolt to prevent it from wearing.

Dogs are shown at. 30 in Fig. 5, to assist the limiting of the cutoi movement of the induction-valves, there being one foreach valve, which regulates the cutting cti' and letting on ot1 steam. Those dogs belonging to the cutoivalves are in use only while those of the exhaust-valves are out of use for the time being, and when the valves are reversed for reversing the engine the dogs are also reversed by the rim or tia-nge l5a ot' the armed ring l5, which extends inward toward the head, and which is provided with recesses which engage with the arm ot each respective dog, which vextends in a nearly opposite direction from its hinge or fnlcrum toward the center of the main shaft, the ends oi' the arms being in their respective positions in the recesses of the rim or flange of the ring, with the end striking either one or the otherside ot' the rim. This moves the dog` in or out, respectively, ot' the recesses ot the valve-case gearing as they become induction or exhaust, as the case may he'.

The motion ofthe valves either for cutting ott' or letting on steam, as shown herein, is twenty-two and onehalt' degrees, while the full motion of the valves for reversing the engine is forty-tive degrees; or as the full mo tion of eachfrespective valve-stexn-gear casing' for reversing the engine and throwing the valves in and out of gear (which is required for induction and exhaust valves) is ninety degrees, forty-ve degrees are allowed for play inthe cam-sleeve clutch, twenty-two and o nehalt' degrees play oi' the valve in letting on and cutting oli' steam, and twenty-two and one-half' for end motion ofthe clutch for throwin gY the previous exhaust-valves in gear for receiving, and vice versa-the former receive valves becoming exhaust-valves.

The relative distance oi' motion of either valve or valve-gear mapv be varied, if required, being governed by the relative size and location ot' ports and size and make of valves and valve-gear.

The mechanism for throwing the clutches carrying the arms 26 and 29 in and out of gear with tappets 25 and 2S is shown in detail in Figs. 8 to 1B, inclusive, one member,

27, of the clutch being securedy by means of pins and capbolt to the stem 101ot the valve, the valve-stern being tapered and the clutch tapered to lit, by which means they are sethis spring rests between two rings, 13' and.

130, which oscillate with the valve, the upper one, 13b, Fig. 18, has two feathered keys in it for sliding in corresponding grooves on the routside ot' clutch-sleeve 27 to carry it with the clutch.

To permit the independent movement of the inlet steam-valve, and to impart a longitudinal movement to the clutch-sleevein throwing the cut-off rappels in and outof gear, pins or studs 352 are employed, projecting inwardly through the outer clutch-sleeve, as illustrated in Figs. 5 and 6 in full and in ,detail in Figs. S to 1S, inclusive, engaging with regular cam slots or openings in the sliding clutchsleeves, as illustrated in Figs. 8 to 15, inclusive. 'lhe said cam slots or openings are of such forms as to permit'the oscillating movement imparted to the inlet-valves by the cutoft' arms 26 and inlet-arms 29'without moving the sleeve longitudinally; butin the eventofa rotary movement being imparted to the reversing-pinion segments 13, so as to carry the pins 352 beyond the straight portion which they forthe time being occupy, the pressure ot' said pins against the oblique portion of the cam slot or opening imparts the required longitudinal movement tothe clutch-sleeve 27EL to place it in or out of gear, as the case may be, with the valvesleeve clutch 27.

The operation of this mechanism may be kdescribed as follows: Taking, for example, the

position ofthe valve-connection when thefcutoftapparatus is in gear, as illustrated in Figs. 9, 11, 13,15, and at 26 and 29 in Fig. 6, it will be evident that the clutch-sleeve 27 can oscillate freely under the action of the vcut-ot't mechanism toadistance equal to one-sixteenth ot a revolution, which is required to cut off Aand let on the steam at each passage of the respective tappets in connection with the valvelevers, and that this movement does not change longitudinally therelative positions of the two ports 27 27 of the clutches; but if now the pinion-segments 13 be moved by the action of the reversing-gear so as to cause the clutch-sleeves to bear and ride up on thepins 352, the clutch-sleeve 27 will be drawn down to the position shown in Figs.8, 10,12, and 14,

the elect of which is to remove the arms 26 29 out of the way of the tappets 25 28, thus throwing the cut-oli' mechanism outof gear with this pair of valves, which now constitute the exhaust, and remain constantly open for this purpose. Simultaneously the other pair of valves are turned into receiving-valves, and

are then acted upon by the reverse movement of theopposite pair ot` automatic clutch-sleeves.

lhe above-described reversing-gearand cutoff-valve gear'is placed in both outer heads of the engine,and reversed by the same rock-sh aft. This mechanism for reversing is described in another application for patent tiled by me of even date herewith, designated Case A.

Having'thus described my invention, what I` claim as new, and desire to secure by Letters Patent, is- -v 1. A double reversiblecut-offtrochilic or ro tary engine having two piston-wheels provided with two teeth upon each and secured to a main shaft, two abutment-rollers to each having recesses for the passage of the pistonA teeth in their revolutions by the abutmentrollers, forming steanrtight joints between the surface of the piston wheels and abutmentrollers, and eight reversible cut-olf valves with operati iig-gear, two main casings, three heads, and two outside coversfor the end heads, all substantially as specified.

2. The combination, with the toothed pistonwheel and the cylinder-head, of the concentric annular surface-pieces 142 142" 142, against which the ends of the piston-teeth work, said surface-pieces being renewable when worn, as described.'

3. In a troehilic or rotary engine, a ring, 15, having a dan ge, 15a, provided with recesses to engage with the dogs 3U, to assist in limiting the motion or play of the cut-olf valves, substantially as set forth. -f

4. In a trochilic or rotary engine, the oscil- -tially1 as specified. v

spring 351, segmental gear 13, bolts 352, and

valve-levers 26 29, su bstantially as specified.

7. The valve-stem 10 and its connections, as described, with the valve-levers 26 29, in combination with the double-faced tappets 25, secured to the main shaft, and double -faced tappets 2 8, secured to the abutmen t-roll`erjour nals, substantially as and for the purpose set forth. v

8. The combination, with the end head and the valve-stem passing throughthe same, ot' the packing-ring and spring, substantially as herein shown 'and described.

9. The combination, with the center head., ot' the valve-stems, meeting-end to end, the bearings iu which they work, and the packingrings and springs, substantially as set forth.

10. In a trochilic or rotary engine, in combination with the ring and main shaft bearingin end headof the two pinion-bolts, and gear connecting them together, said gear secured to the end of the hearingease for operating said pinion-bolts simultaneously, and thereby adjusting the sa-d ring and hearing, substanstantelly as specified. f

11. In a. rotary engine, one or more toothed piston-wheels with concave end faces, in com bnation with heads having convex faces, be-

zo tween which the said wheels rotate, and adjustable bearings within sind convex heads,

the concavity ot' the piston-Wheels giving;-

greater length and consequent aree. to their piston-teeth, and the oonvexity ot the heads affording greater length for the bearings, suh- 15 stantia-lly as set forth.

I. N. FORBES. In presence 0f- ERNEST ABSHAGEN, FRED. L. FOSTER. 

